Train-control system



Dec. 10, 1929. T. BODDE TRAIN CONTROL SYSTEM 2 Sheets-Sheet OriginalFiled Feb. 14 1908 Plum-C3D k0 UUr JO M u n I I I I I l v l l 1 1 I 1INVENTOR Theodore Bodde Z BY g ATTORNEYS Dec. 10, 1929. T. BODDE TRAINCONTROL SYSTEM 2 Sheets-Sheet Original Filed Feb. 14 1908 INVENTORTheodore Bodde Patented Dec. 10, 1929 UNITED STATES PATENT OFFICETHEODORE BODDE, 0F NIAGARA FALLS, NEW YORK, ASSIGNOR TO THE REGANSAFE/FY DEVICES COMPANY, INC., OF NEW YORK, N. Y., A CORPORATION. OF NEWYORK.

TRAIN-CONTROL SYSTEM.

Substitute for abandoned application Serial No. 415,887, filed February14, 1908. This application filed January 16, 1926.

The present invention relates to a method of and apparatus for operatingsignals, speed controlling devices, etc., located on a car running on anelectric, steam, or other railway by means of a stationary magnetic fluxproducing or flux changing device located at a desired point along therailway and a device located on the car and responsive to mag netic fluxor change in magnetic flux produced by said stationary device.

\Vith such apparatus there must be for practical purposes an appreciableair gap or clearance between the stationary and train carried devices.This, of course, diminishes the positiveness and reliability of theeffect produced on the train carried device by the stationary device.The main object of the present invention is a method of operation andapparatus for carryin out the method by which the operation of t estationary device on the train carried device can be made as positiveand reliable as should be the case with safety devices for suchpurposes.

In carrying out my invention Iprovide an armature on the car which Iconstantly rotate and so arrange this armature that the magnetic fieldof force in which it turns will be altered when the car moves'past thestationary device and the latter is in the proper magnetic condition,and I employ the currents generated in the conductors about the rotatingarmature for operating the signal or other controlling device on thecar. By preference, the conductors of the rotating armature are shortcircuited on themselves, whereby'relatively large currents are caused toflow at the proper time through the conductors even though the magneticfield in which the conductors turn is relatively small.

A further object of my invention is to provide such an arrangement ofcontacts and controlling circuits on the car as to insure reliableoperation of the controlling devices on the car and which will in caseof failure in any portion of said apparatus result in causing a dangeractuation of the controlling devices.

The apparatus disclosed herein is in some respects of the same generaltype as, and in the nature of an improvement on apparatus Serial No.81,640.

disclosed in my prior Patents No. 888,416 and No. 888,417. This aplication is a substitute for my application, gerial No. 415,887, liledFebruary 14, 1908, and abandoned.

The various features of novelty which characterize my present inventionare pointed out with particularity 'in the claims annexed to and forminga part of this specification. For a better understanding of theinvention, how

ever, and the advantages possessed by it, ref-. erence may be had to theaccompanying drawrugs and descriptive matter in which I have illustratedand described one form in which my invention may be embodied.

Of the drawings,

Fig. 1 is a diagrammatic representation of one form of apparatusemployed.

Figure 2 is a view similar to Figure 1 but showing a modified form ofapparatus.

Figure 3 is a sectional elevation of a portion of a car and the track onwhich it runs taken at right angles to the direction of the track rails.

Figure 4 is an elevation partly in section taken at right angles toFigure 3. and showmg one form of contact mechanism which I may employ.

F'gure 5 is a of an electric generator located on the car in theapparatus shown in Figure 1. Figure 6 is a diagrammatic elevation showmga modification of the contact apparatus shown in Figure 4.

Figure 7 is a view similar to Figure 6 showing another modification ofthe contact mechanism, and

Figure 8 is a view similar to Figure 7 and showing the same parts in adifferent posidiagrammatic representation and C which are connected bypermanent magnets C those ends of the magnets C connected to the polepiece C being of one polarity and those ends of the magnets con- Hisin-the operativeconelition-in any suitablenected to the pole piece Cbeing of the opposite polarity. Each of the pole pieces 0 and C hasconnected to it a core portion C, which projects towards, but isseparated by an air gap from the corresponding core piece of the otherpole piece. The cores C are surrounded by windings D which are connectedin series with each other. One end of. the windings D is connected byconductor D to one terminal of a battery D and the other terminal of thebattery D is connected to the armature D of relay ma net D. .VVhen themagnet D is energized the armature D engages a contact D, and thusconnects the armature through line D to the other-terminal of windingsD, so that current from battery D may then energize the windings D. Thebattery D andthewindings D are so arranged that the current flowingthrough the windings from the battery neutralizes the magnetic action onthe pole pieces C and C of the permanent magnets C As a result when themagnet D is energized and the circuits through windings D closed, thetrack magnet is practically deenergized, but Whenever the magnet D isde-energized the magnet C is effectively magnetized by means of thepermanent magnets C connecting its pole pieces C and C The energizationof magnet D" may be controlled from a distance through circuit line Deither manually or automatically through suitable block signalapparatus.

The car B, which may be an electric motor car, steam locomotive, orother type of car, has on it, what I may call a train magnet, though inthe form, shown it would be more appropriate to call this device anarmature for the track magnet. The train magnet may be suspendedon theunderside or otherwise supported 'by the car. The train magnet haselongated pole pieces E of the same general size and shape as the polepieces C and C and so arranged that when the train moves over thestationary track magnet C the pole pieces E pass through the position inwhich they extend one above each of the pole pieces C and C The polepieces E have upwardly extendingportions E terminating in pole pieces Ewhich embrace an armature F', the core of which serves to practicallybridge the gap between adjacent faces of the pole piece E. The armatureF is preferably one with short circuited windings. In the form shown itis of the well known squirrel cage type in Which conducting rings F atthe ends of the armature core are connected by conducting bars Fembodied in the core of the armature at its periphery.

The shaft G which carries the armature F is rotated continuously whenthe apparatus manner, as by means of the motor H which, in the formshown, 18 an electric motor driven from some suitable source of currentH. The

shaft G has mounted on it the armature I of a dynamo electric generator,the field of which, in the form shown, comprises a permanent magnet Iand pole pieces I surrounded by coils I". The brushes, I and I whichbear on the commutator I of the generator I, are connected by a circuitwhich includes the windings I, conductors J and J, and a pair ofmagnetizing coils K. The coils K each receive one leg L of a U-shapedmagnetic body L which is pivotally supported to turn about an axle'L,the axis of which is radial to the armature F. As shown, the armature Fis appreciably longer than the pole piece E, and has one end projectingto the right, in Figure 1, of the pole piece, and the ends of the polepieces are located close to the periphery of the projecting end ofarmature F. The core L has connected to it a contact arm M which, in oneposition of the core L, engages a contact N. The contact N is connectedby a conductor N to the brush I A conductor 0 runs from the contact M toone terminal of the solenoid O, the other terminal of which is connectedby conductor O to the brush 1*. The core 0 of solenoid O is connected toa lever arm P operating a valve P in the valve casing P the valve Pserving to control the flow of air in the air brake apparatus of the caror otherwise serving to stop the car when the coil 0 is (lo-energizedand the core 0 moves out of the solenoid O. Links Q and levers Q mayserve to connect the arm P to a signal arm Q.

In the form of contact apparatus shown best in Figure 4, the cont-510this carried by a stem N projecting through the upper end of a receptacleN partially filled with oil or similar fluid. Vithin the receptacle thestem N is connected to a hollow piston or float N The buoyancy of thefloat N 4 causes the contact N to be pushed against the contact M whenthe parts are in the position shown in Figure 4.

I will now describe the operation of the parts heretofore referred to.No appreciable magnetic flux will pass between the pole pieces E throughthe armature F except when the poles E are immediately above the polepieces C and C of the track magnet, and then only when the track magnetis in effect made operative by the dc-energization of the coils D. Solong as no appreciable flux passes between the pole pieces E, noappreciable current will be generated in the armature conductors F Therotation of the armature of the dynamo I generates current which flowsthrough the circuit which includes the coils K. The current passingthrough the coils Ix will, of course. set up a magnetic flux through thecore L which will cause the legs L to turn into the position in whichthey are radial to the axis of the armature F, since this is theposition of least reluctance of theinagnetic circuit for the lines offorce generated by the coils K. In this condition of the apparatus thecontacts M and N are in engagement and current will also flow from thegenerator I through the coil 0, thus causin the core 0 to lie attractedby the solenoid, t ereby maintaining the signal arm Q in the clearposition and the air brake valve 1? in the position in which the brakemaybe released. \Vhen. however, the poles E move over the pole pieces Cand C and the latter are in effect energized bythe deenergization of thecoils D, a considerable magnetic flux will pass bet-ween the pole piecesC and C through the pole pieces E, pole pieces E, and the core of thearmature F. The conductors F of the armature l turning through thisfield of force will have generated in them currents. which on account ofthe low resistance of the conductors. will be large considering theamount of magnetic flux caused to produce them. The flow of currentthrough the conductors F will exert a strongforce on the core L tendingto rotate it in the direction indicated by the arrow in Figure 4 andinto the position in .which the line connecting the ends of the core legL is transverse of the conductors F-. This. of course. by moving thecontact M away from contact N opens the circuit through the coil 0 andthereby causes the valve P to be turned to apply the brakes to the trainand cause the signal Q to be moved into the position which'indicates tothe at tendant that the car should be stopped.

The core I. should be in truly perfect balance on its spindle L so thatthe jarring of the train may not disturb its equilibrium. Should therebe. as may well be the case, some residual magnetism at all times in thepole pieces E. a slight current flow will be maintained in theconductors F This will result in a slight yielding of the core L. Suchslight yielding. however, will not be objectionahle with the contactmechanism shown in Figure 4. since the float N is so arranged that itwill cause the contact N to press against the. contact M throughout theslight range of movement of the core L which may occur from this cause.

-The apparatus disclosed has numerous safeguards. Should there be anyfailure of the contact n'iechanisn'i. such as from the float N fillingwith oil or the like. interruption of the I contact between M and N willmerely result in stopping the car and not in a false safety indicationmSimilarly, should the motor H stop rotating. or should anything elseinterfere with the proper operation of the dynamo I, no current willpass through the solenoid O and the car will be stopped. The permanentmagnet I insures that the dynamo will always pick up with the properpolarity so that current will travel in the proper direction through thecoils K. In order to be effective for this purpose, the magnet I doesnot need to be large. lVith a su1table oil in receptacle N no troubleneed to be experienced from a stiffening of the oil on a fall intemperature, and no provisions for heating the receptacle are ordinarilyrequired.

The apparatus disclosed is so sensitive and effective that I may in somecases simplify the construction with advantage, although I therebydecrease to some extent the sensitiveness of the apparatus. Forinstance, I may, as shown in Figure 6, make the contact N, correspondingto the contact N of Figure 4, stationary, and may have the contact Mnormally pressed against the contact N by a spring R, which is strongenough to hold the contacts together against the slight torque exertedon the core L by the current in the armature conductors resulting fromthe re-,

sidual magnetism in the pole piece E, In-

the contact N, corresponding to the contact N of Figure (3, is formed bya flat strip of resilient material bent into a circle and securedagainst the support N by a screw N Figure 7 shows this apparatus inposition in which the core L is just turning into the position in whichthe contact M engages the contact N", and Figure 8 shows the normaloperating position of the apparatus in which the circular spring N ismore or less flattened by the pull exerted on it by contact M underaction of spring R. \Vith this arrangement, the actions of the springs Rand N on the position of the core L tend to neutralize each other whenthe parts arein the operative position turning the core L into theposition in which the plane of the two legs L is at right angles to theaxis of the armature.

\Vhen there is already a source of suitable direct current on the car.the dynamo I may be dispensed with. Figure 2 shows in diagram one formof apparatus which may then be employed. In this form of the apparatusthe shaft G has mounted on it a centrifugal regulator S. The weights S.when the arma ture F is brought up to speed, tend, of course, to moveoutwardly and thereby move the movable collar S of the regulator towardthe collar 8 secured on the shaft G. This movement of the collar S? isopposed by the spring T having one end secured to collar S through.

the flange S and the other to a collar T fixed on the shaft G. Oneterminal of the coil 0 is connected by a conductor 0 to a contact M. Thecooperating contact N, which contacts with N or M of Figures 6 and 7, isconnected to a conductor 0 which with the conductor 0 connected to thesecond terminal of the coil 0 runs to the available source of current(not shown). In this form of the apparatus, a breakage of the spring T,by interrupting the flow of current through coil 0, will result in anactuation of the brakes or other controlling devices. Unless thearmature F is brought up to speed, the circuit through the coil 0 willnot be closed by con-' tacts O and S. \Vhen, as shown in Figure 2, thesame circuit is used to energize the coils K and the coil 0, the core Lshould be surrounded by one or more heavy short circuited conductors U,so that when the circuit is broken the flow of current which will thenflow back for a short time through the coils U will prevent the core Lfrom returning at once to the normal position.

\Vhile I have here described and illustrated the best form of myinvention now known to me, it willbe understood by those skilled in theart that changes may be made in the form of the invention Withoutdeparting from its spirit, and that certain features of the apparatusmay be used without a corresponding use of other parts, and I do notWish the claims herein made to the broad embodiment of the inventionlimited to the specific constructions set forth more than is madenecessary by the state of the prior art.

I claim:

1. In combination a moving railwaycar, a rotating armature carriedthereby and pro- .vided with armature conductors, means for varying themagnetic field in which said armature turns, comprising a stationarymagnetic body, and controlling mechanism on the car actuated by thechange in current flow in the armature conductors resulting from thechange in said field, said controlling mechanism including a magneticbody in proximity to said armature and arranged to be moved 7 from anormal position to another position when current of a sufficientstrength is flowing in the conductors in said armature.

2. In combination, a moving railway car, a rotating armature carriedthereby and provided with armature conductors, means for varying themagnetic field in which said armature turns, comprising a stationarymagnetlc body, and controlling mechanism on the car actuated by thechange 111 current flow 1n the armature conductors resulting from thechange in said field, said mechanism including a U-shaped magnetizedcore mounted to turn relative to the armature about an axis radial tothe armature from a position in which both legs of the core are radialto the armature to a position in which the plane of the legs istransverse to the axis of the armature.

3. In combination, a moving railway car, an armature provided witharmature conducand arranged to be normally held in one position relativethereto and to be moved from said position by the action on it of themagnetic field produced by the current in said armature conductors whencurrent ofsuflicient strength flows in said conductors.

4. In combination, a moving railway car, an armature provided witharmature conductors, a dynamo electric machine, and a motor for rotatingthe armature and the movable element of the dynamo electric machine, alllocated on the car, means for varying the magnetic field in which saidarmature turns, a speed controlling device located on the car, meansenergized by the current from said dynamo electric machine for holdingthe speed controlling device in one operative position, and meansactuated by the current fiow in the conductors of said armature when thefield of force in which it turns is altered by said stationary magneticbody to de-energize said means.

In combination, a movir g railway car, and mechanism for controlling themovement thereof, including a brake valve, electromagpoint in the travelof the car, said last-mentioned means comprising a stationary magneticbody, and circuit controlling means actuated by an increase in thecurrent fiow in the conductors of said armature when said car moves bysaid magnetic body.

6. In combination, a moving railway car, and mechanism for controllingthe movement thereof, including a brake valve, electro-magnetic meansnormally holding the brake valve in-the position in which the brakes maybe released, an armature mounted on the car, means for rotating saidarmature, means dependent on the rotation of said armature forenergizing said electro-magnetic means effective while said armature isrotating, for causing the deenergization of said electro-magnetic meansat a predetermined point in the travel of the car, said last menmeans,

